Car-ventilator



(No Model.) 3 Sheets-Sheet l.

W. E. ANDREW.

GAR VBNTILATUR.

Patented Apr. 29, 1890A.

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(No Model.) 3 Sheets-Sheet 2.

W. E. ANDREW. Y

GAR VBNTILATOR.

i N N Patented Apr. 29, 1890.

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(No Model.)

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Patented Apr. 29, v11890;

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UNITED STATES PATENT -EEICE.

WILLIAM E. ANDREV, OF ATLANTIC HIGHLANDS, NEV JERSEY. i

CAR-VENTILATOR.

SPECIFICATION forming part of Letters Patent No. 426,750, dated April 29, 1890. Application led January 7, 1889. Serial No. 295,660. (No model.)

To @ZZ whom it may concern:

Beit known that I, WILLIAM E. ANDREW, a citizen of theUnited States, residing at Atlantic Highlands, Monmouth county, in the State of New Jersey, have invented certain new and useful Improvements in Car-Ventilators, of which the following is a specification.

My invention relates to improvements in ventilators for railroad-cars; and it has for its object to provide means by which sleeping or other cars may be supplied with pure air, to theexclusion of smoke and cinders, while the train is in motion, and at the saine ltime to draw from the car the foul air 'automatically. These objects I obtain by providing a channel extending throughout the whole length of the car, which opens at both ends to theatmosphere, and through which, when the train is in motion, a rapid current of air passes. This channel, to which I have given the name exhaust-chamber, is in communication at different points within the car with ventilators, from which the foul air passes by suction created by a vacuum into and through the exhaust-channel. In addition to this exhaust-channel I provide one or more supplychannels, which extend through the whole length of each car and which may be connected from car to car by flexible couplings lwith one or more similar channels or pipes extending over the tender and locomotive near or beyond the smoke-stack of the latter, so that as the train moves the fresh air in front of the locomotive will rush into the supplychannels, which latter are tapped at different points within each car to carry the fresh air to the vicinity of the seats of the passengers or to the vicinity of the berths in sleepingcars. All this will more fully appear from the following detailed description with reference to the accompanying drawings, in which' I have shown several forms of my Ainvention; but I desire it to be understood that I am not limited to the specific arrangements herein shown and described, since the same may be changed in a variety of ways without departing from the spirit of my invention.

Figure lis a side elevation of a railwaytrain with the cars in longitudinal section and with my invention applied thereto. Fig. 2 is a transverse sectional view of my venti- 5 is a like view showing a modified form of v my invention. Fig. 6 is a plan view, upon a reduced scale, of my invention as seen by looking down upon the top of a car, only one end thereof being shown. Fig. 7 is an interior view of asleeping-car, showing a modification of the means for distributing the fresh air to the lower berths; and Fig. 8 is a sectional view of one end of the top of the car, showing a modified form of the air-inlets to the supplychambers.

Like numerals of reference indicate like parts in all the gures of the drawings.

In Fig. 1 a railway-train is shown consisting of the locomotive l, the tender 2, and the sleeping-cars 3 and 1l.

My improved ventilator is carried under the roofs of the cars, as indicated at 5, and is extended from car to car and over the tender and locomotive, as will hereainfter more fully appear.

As railway-cars are now constructed the central portion 6 of the roof is ordinarily elevated over the side portions 7 thereof, as shown in Fig. 2, and in accordancewith my invention I form a central chamber 8, extending longitudinally through the car under the middle of the roof and slightly projecting through the same, so as to form a dome-shaped protuberance 9 on said roof and practically a part of the latter. 'The chamber 8 I call the exhaust chamber or channel, and,as seen in Figs. 3, Ll, 7, and 8 of the drawings, it is curved downwardly at each end of the car, as indicated at 10,-and is there provided with an upwardly-curved mouth-piece ll, which is open to the atmosphere, but may be provided with a screen 1l for excluding as much as possible snow and rain, smoke and cinders, and other impurities. It is clear that these impurities cannot be entirely excluded; but their presence in the exhaust-channel can do no harm, as will hereinaftermore fullyappear. In order, however, to remove snow and rain whichv has entered the exhaust-chamber, a pocket 12 is formed at each end of the same, and a number of perforations 13 formed in ICO said pocket will permit the rain-water an d the snow, which will melt wit-hin the chamber, to run oft. This is clearly illustrated in Figs. 3, 4, 7, and 8.

In one form of my invention, as shown in Figs. 2 and a, a secondary exhaust-chamber la is arranged within the exhaust-chamber S, extending longitudinally through a portion of the latter and provided at each end with a hinged valve l5, which, when the car is at rest, are both open, as indicated at the lefthand end of Fig. et, the center of gravity of the valves being so arranged that they will open automatically; but when the car moves in the direction oi' the arrow a, Fig. el, the aircurrent, which passes through the exhaustchalnber 8 in the direction ot' the arrow Z), forces the valve l5 at the right-hand end of the secondary exhaust-channel l-l to its seat and closes this secondary' exhaust-channel at this end, while at the other end the valve 15 remains open. A number of ventilator-openings 1G 1G 1G in the form of short iiaring tubes communicate with the secondary exhaustchannel, pass through walls of the primary exhaust-channel S, and open into the car. lt will now be seen that when the car moves in the direction ot' arrow c and an air-current is produced in the primary exhaust-channel S in the direction of the arrows ZJ h, closing the valve l5 at one end of the secondary exhaustchannel and opening the like valve at the other end, a partial vacuum will be produced at the open end of the secondary exhaustchannel and the air in the same will be drawn into the primary channel to join the air-current in the latter. A partial vacuum is thereby produced at the ventilator-openings 1G 1G, and the air from the cars will be drawn into the secondaryexhaust-channel tolikewisejoin the air-current in the primary exhaust-channel, as indicated by the arrows c cc. In this mannerthe foul air is drawn from thecars when the train is in motion, and it is of no consequencein what direction the train moves, 'for when it moves in the opposite direction from that indicated by arrow a the valve 15 (shown at the right-hand end ot' Fig. l) will open, while the like valve shown at the other end of this figure of the drawings will be closedby the air-current in the primary exhaust-channel, which air-current will now be opposed to the direction indicated by arrows l). In Fig. 5 a modified form of this arrangement is shown, in which the secondary7 exhaust-channel is dispensed with, and in place of the same an elbow-shaped turn-cap 17 is placed within the primary exhaust-channel 8 over each ventilator-opening 16, the short tube oi' which,which flares into the car, is for this purpose slightly extended into the chamber S. The turn-caps loosely lit over the extended tubes of the ventilator-openings, so that they may turn with ease in any direction, in the same manner as the turn-caps on chimney ventilator-tops. \Vhen the car moves in the direction of the arrow a, the turn-caps will be turned by the air-current in the primary exhaust-channel to the positions shown in solid lines, and when the motion of the car is reversed they will be turned to the position indicated in dotted lines.

The turn caps or cowls being located in wide airchannels, and the whole being mounted upon a traveling vehicle, swaying and jolting continuously while in motion, the turn-caps will practically behave as it they were mounted upon the top of a chimneythat is to say, they will turn with their ilaring mouths in the direction of the ai r-current.

It will be readily understood that by this modified construction, in which each ventilator-opening has a separat-e secondary exhaust-channel formed by the turn-caps, the foul air will be withdrawn from the car in substantially the same man ner as by the construction in which a single secondary exhaust channel, common t0 all ventilatoropenings, is employed.

In the ordinary or sleeping cars, in connection with which my improvement is designed to be used, the lamps for lighting the car are ordinarily hung in the center, with their glass chimneys pointing upwardly toward the ceiling of the car, as indicated in Fig. Lt, and in order to prevent the soiling of the ceiling the latter and the roei" are perforated and have a lamp-ventilator or chimney-top inserted, substantially as shown at ll) in Fig. et. The same construction may be employed in connection with my improvement, in which case the ventilatortube 20 will have to pass through the exhaustchannels, as shown. By preference, however, these lamp-ventilators will not pass through the roof, but will only open either into the secondary exhaust-chamber, as shown at 10 in Fig. ll, or into the primary exh:tust-chamber, as shown at 21.9 in Fig. 5.

Then the train is moving Ve1'y:l"ast,tl1e upward draft of air to the exhaust-openings may become too strong and may be reduced by closing more or less the shutter-valve 2l, placed within the flaring exhaust-opening, as indicated in Fig. 5. Of course a regulatingvalve of a dill'erent construction may he employed.

Fresh air is carried to the cars by one or more supply-channels 22 22, which are preferably arranged on the ceiling. In Fig. 2 two such supply-channels are shown, one on each side of the exhaust-channel S. They are there shown as rectangular boxes or tubes; but any other convenient form may be used. These supply-channels extend throughout the length of the car, pass through the ends ol' the same, as shown in Figs. l, 3, 6, 7, and 8, and are either connected from car to car by iiexible couplings or remain unconnected, as will presently appear.

In Figs. l, 3, 6, and 7 the sup} )ly-channels are shown constructed for connection 4from IOO IIO

car to car. The outer ends of the supplychannels are in this case curved toward each other, as indicated at 23, and are joined to.

gether and to a common neck 24. These curved ends are clearly shown in Fig. 6 in plan view and in Figs. 3 and 7 by appropriate shading.

It will now be understood that the supplychannels for each car terminate beyond each end of the latter in the neck 24, and when the train is made up these necks are connected by flexible tubing 25.

The flexible tubing at the front end of the first car of the train is connected with a supply-tube 26, which passes over the tender 2, being supported by rods 27 27, suitably secured to the frame of the tender. A similar supply-tube 26 also passes over the locomotive, and is also connected by flexible tubing with the supply-tube 26.

The supply-tube 26 passes around and in front of the smoke-stack and terminates in a bell-mouth 28, into which the fresh air, free of smoke and cinders', passes when the train moves forward. It will thus be seen that the fresh air rushing into the bell-mouth 28 will pass from car to car, and it now remains tol be shown how this air is let into the cars and is distributed in the same.

'At each end of each car each supply-chamber is provided with a main supply-valve 29, which may be actuated by a suitable rod and handle 30, (shown in Figs. 1, 3, and 7,) and when the train has been made up all these valves are opened with the exception of the Valve at the r'ear end of the rear car. Thus a free passage for the fresh air is provided from the bell-mouth 28 in front of the smokestack to the' rear end of the last car of the train.

Each supply-channel is provided with openings 31, one corresponding to each set of seats or to each upper berth of the car, and these fresh-air-supply openings may be closed by flap-valves 32, operated by rods and handles 33, which latter are within convenient reach of the occupants of the upper berths. Thus each occupant of an upper berth can control the admission of fresh air in the vicinity of his berth. The lower berths or the immediate vicinity of the seats proper are provided with fresh air, either by branch tubes 34 34, by 'which the supply-channels are tapped, and which open at 35 35 about midway between two opposing seats, (which correspond to the middle of a lower berth,) as shown in Fig.

1, or by the construction shown in Fig. 7. In this latter form of my invention each supplychamber is tapped at one end only by a pipe 36, which extends down to within a short distance below the lower line of the windows,

channel is tapped at points 38 corresponding to the similar points 35 in Fig. l, and the admissionv of fresh air at theseV points is cont 3VKL trolled bythe occupants of the lower berths by valves operated by handles 39, which are conventionally indicated.

Instead of connecting the supply-channels from car to car, as hereinbefore described, each such channel may terminate at each end in a downwardly-curved mouth 40, which is closed by a screen or air-filter 41, as shown in Fig. 8. Such screen or air-filter will 1n many' cases be sufficient to exclude smoke and dirt from the supply-chambers, and by this construction the making up of the train is facilitated, since each car is thereby ventilated independently of all others. With this construction the supply-pipes 26 26 on the tender and locomotive are dispensed with.

While I have shown the exhaust and supply channels mounted in the middle of the car under the ceiling of the same, thesechambers may be differently arranged. So, for 1nstance, the exhaust-chamber may be mounted on the roof in the angle formed between the rising walls of the dome and the roof 7 proper, as indicated in dotted lines at 42 in Fig.42. The exhaust-openings may then be conveniently placed in the rising walls of the dome, as indicated at 43. The supply-channel may also be placed upon the roof, with the supplyopenings in the same. This is indicatced at 44 4 5 in Fig. 2 in dotted lines.

Numerous other modifications of location and structure will suggest themselves to those skilled in the art without the exercise of invention.

Having now fully described my lnvention, I claim and desire to secure by Letters Patent-- l. In a car-ventilator, the combination of an exhaust-channel extending through the top of the car in the direction of the line of travel and at each end curved downward and then upward and there op'en to the atmosphere, with a perforated pocket or pockets formed in the exhaust-channel by the downwardly-curved portion of the said ends to allow rain or snow entering the channel to settle and flow olf, and exhaust-openings within the car communicating with the exhaust-channel, substantially as described.

2. In a car-Ventilator, the combination of an exhaust-channel extending through'the car in the direction of the line of travel and open at each end to the atmosphere, so that an air-current is produced in the channel when the car moves in either direction, with a secondary exhaust-channel located within the first and open at both ends, a valve for each end of the secondary exhaust-channel arranged to open by gravity and to be closed bythe air-current in the primary exhaustchannel, whereby suction is produced in the secondary channel when the car moves in either direction, and exhaust-openings within the car communicating with the secondary exhaust-channel, substantially as described.

IIO

3. A car-ventilator comprising an exhaustehannel extending in the dome of the carand open at each end to the atmosphere, a sec ondary exhaust-channel located Within the first provided with valves at each end constructed to open by gravity and to close by the air-current, supply-channels also extending in the dome, and suitable exhaust and supply openings, substantially as described.

In testimony whereof I have signed my ro name to this specification 1n `the presence of two subscribing Witnesses.

WILLIAM E. ANDREW.

Witnesses:

V. K. REYNOLDS, JOHN II. IIAVILAND. 

